Method for production of a connector point on a travel way

ABSTRACT

The invention relates to a method for production of a connector point on a travel way for a track-bound vehicle, in particular, a maglev train, between a support ( 2 ) and at least one additional piece ( 3 ), fixed to the support ( 2 ) for guiding said vehicle, whereby said support is erected in a position essentially corresponding to the installation position thereof, or at a defined tolerance therefrom. The position of the connector points, between support and additional piece ( 3 ) is measured and where necessary during production, due to the specified dimensions thereof, material is either added to are taken from the connection point.

DESCRIPTION

[0001] The present invention concerns a method in accord with the generic concept of claim 1 or 2.

[0002] Generic travel systems of the type of this invention, are mostly constructed as elevated railways. Elevated railways possess, customarily, columns which are spaced across from one another, between which are located beams which pick up the railway design loadings imposed on them. These said beams reach longitudinally from column to column. The columns and the beams are subjected to both static and dynamic operational forces. On this account, they must be dimensioned to meet the magnitude of the imposed loads. The beams, in many cases, especially where magnetically levitated high speed vehicles are concerned, must also be fitted with functional components for said vehicles. These components, to carry out their function, can only allow a very small deviation of position. Consequently, in the construction of the beams, together with their functional appurtenances, it is very difficult to maintain the required close tolerances in an economical number of preparatory steps.

[0003] When such travel ways have been constructed for a relatively long operational life, because of shrinkage and creep processes, in both the foundations and in the structures thereon, it is very difficult to maintain or guarantee the relative small tolerances in the dimensioning of the travel way for its entire operating life.

[0004] EP 0 410 153 A1 discloses a beam construction for the travel way of a tracked vehicle. The necessary beams are, in accord with the embodiment, either made in steel or in concrete. Necessary appurtenances, in this disclosure, are affixed precisely in position on the beams. To this end, it is proposed in the application, that on the beam, connection bodies be attached, which possess first stop plates. These first stop plates correspond with second stop plates, which are placed on transverse members carrying the appurtenances. After the units with the first stop plates are fastened to the beam, then these first stop plates are machined, so that the required tolerances for the installation of the appurtenances are held to. The machining of the stop plates should, in this matter, be advantageously carried out in an air conditioned fabrication facility under controlled climate conditions. The disadvantage of this procedure lies in the following. Although it is true that the machining of the stop plates is indeed possibly exact where the beams are concerned, after the erection of the beams on the construction site, deviations are only to be expected. These deviations will originate especially in the use of prefabricated concrete beams, for instance, or pretensioned concrete beams or even steel reinforced beams. These deviations can, for instance, arise from the deformation of the individual steel reinforced concrete beams during placement on the support columns. If, upon the erection of these steel reinforced beams, a vertical or horizontal offset arises, then the previously exactly machined stop plates are no longer within the allowed tolerances relative to the complete travel way. This problem was not recognized in the EP 0 410 153 A1.

[0005] Consequently, the purpose of the invention is, to create a possibility of maintaining the required tolerances during the construction of a generic travel way, not only in relation to the beams, but also in relation to the complete travel way.

[0006] This purpose is achieved by a method in accord with the features of the patent claims 1 or 2.

[0007] In the following, by the expression “erected condition”, the condition of the beam, or another travel way component, is to be understood, in accordance with a conventional erection of a travel way of a rail-bound vehicle. This means in particular, the measurements of the beam, and/or of the travel way components, at the time when the beam is installed and positioned on the support columns and after a state of equilibrium has been reached as to shrinkage and warping of the concrete beam and of the travel way components. The term, “reworked condition”, is to indicate the state of the beam and the travel way components during machining of steel and/or concrete, when the said state of equilibrium is not yet attained or the individual positioning of the reworked component during the said machining.

[0008] In accord with the invention, the beam is essentially shaped to correspond with its final structural position, or erected with a known deviation from its later dimensioning. The position of the connection points between the beam and the appurtenances is measured and, if required, conformation is made to prescribed dimensions of said connection points. This specified measure is so carried out, that at the connection point material may be removed or added. By the invention, the special advantage is achieved, in that the beam can be constructed in a fabrication hall to the most extreme precision, wherein the climatic conditions are of the best to obtain very small tolerances. These small tolerances, especially in the case of magnetically levitated travel ways are very important, in order that a trouble-free operation of the magnetically levitated equipment can be assured. In accord with this, is not sufficient to merely hold to this exact dimensioning in the air-conditioned fabrication hall. Therefore the next step would naturally be, to advantageously situate the beam in the same position that it will be positioned in the travel way in accord with predetermined measurements. Thus, during the rework of the connection points, the beam is positioned in the same manner as in its final erected situation. Thus, the deformations, such as might be expected on the construction site, for the individual beam, are still in force during the working of the connection points. In this way, the beam is provided with predetermined dimensioning for connection points, as will be required of the said beam in the final erection, when the travel way is constructed.

[0009] Alternatively, the deviation between the rework position of the beam and the later erected position can be determined by computer and taken into consideration when the connection points are machined. The connection points of the beam, in such a case, are reworked with a defined variance between the later specified dimensioning and the actual reworked dimensions. The deviation takes into consideration the different positioning as held during rework and the later erection of the beam. Then, when the beam is erected in its foreseen place, the measurements required in the field agree with the actual measurements of the beam, that is, with the connection points thereon. By means of the invented procedure, the most precise fabrication of the connection point for a travel way—especially for magnetically levitated ways—is obtained. With the invented procedure, individual beams can be custom made, which are intended to be erected in a specific place in the travel way. This guarantees the greatest degree of precision and thereby assures reliable operation, especially where magnetically levitated vehicles are concerned.

[0010] In accord with a further invented procedure following the precepts of claim 2, an exact positional dimensioning can be made between connection points for the fastening of appurtenances or between functional surfaces on the beam for the vehicle. In this case, a specified dimension for the erected condition of the beam is predetermined. If the the erected condition of the beam is seen to deviate from the said specified dimension, then a second specified dimensioning is determined for the rework condition. The specified dimensioning of the connection points or the functional surfaces in the machining condition of the beam is determined, and, as may be demanded, the required first or second specified dimension becomes the basis for the rework condition of the beam. In this way, in turn, material at the connection point or on the function surfaces is removed or replenished. The rework of the connection point can be either on the beam itself or on a console between the beam and the functional surfaces, or on an added appurtenance which bears the said functional surface, or indeed, on the appurtenance itself. The same is valid, obviously, for the procedure in accord with claim 1. Where the case concerns the fact that the erection condition and the rework condition are identical, then the first and the second predetermined dimensioning must be identical. Thus the rework can then be carried out in such a manner that the predetermined measurement, as it should appear in the erected condition of the beam, is at once achieved by the rework.

[0011] Since, for the operation of the vehicle it is especially important, that the functional surfaces be exactly positioned, at this point it can be particularly advantageous, if the functional surfaces themselves are subjected to measurement and the rework operation carried out accordingly and in keeping with these functional surfaces. In this way, fine tolerances can be eliminated, which must be held between the connection point and, for example, an appurtenance, which carries the functional surface. Thus an optimal condition for the functional surfaces is obtained within the travel way.

[0012] It is of particular advantage, if the beam, when positioned for rework, is in correspondence with its later erected position. To this end, a computation between the predetermined value of the erected position and the predetermined value in the machining condition can be omitted, since these two dimensioning are identical.

[0013] Customarily, the measurements to be achieved by machining, concern:

[0014] the outside dimension between two oppositely disposed connection points, or functional surfaces,

[0015] an angle,

[0016] separating distance of a connection point to a previous and/or a following connection point—as seen in the in the longitudinal direction of the travel way.

[0017] These dimensions customarily characterize the exact guidance of the vehicle, so that these dimensions underlay the machining, in order to obtain an exact guidance of the vehicle.

[0018] In order to maintain an exact specified dimension it is of advantage if reference points, reference lines or reference planes, especially a centerline of the beam is determined, from which reference means the specified measurement can be laid down. In this way, appurtenances or the functional surfaces are correct, but the position is now referred to the beam. This way, an offset could occur with would prevent the exact guidance of the vehicle.

[0019] If the beam is a precast concrete part, then it is especially of advantage, if, before the rework of the beam, or the machining of the connection points on the beam, that the said precast concrete beam be initially stored until any shrinkage has ceased. By this means, what is achieved is that by a change in the beam, also the reworked specified dimensioning must also change. If the shrinkage of the beam is predominately at an equilibrium state, then, when the rework is carried out, a change in the dimensioning of the beam is no longer to be feared and the specified measurements can accordingly be maintained. Especially, if the beam is let lie for some 60 days before the rework is done, the shrinkage of the beam is essentially over and the rework can be carried out with exact results.

[0020] If the appurtenances, following the rework of the connection points, but prior to the erection of the beam, are placed in the travel way, then, once again, a dimensional monitoring of the said appurtenances can take place, especially of the functional surfaces. Assurance may be made that the functional surfaces are placed on the beam in a precise manner. If necessary, the functional surfaces can also be reworked.

[0021] It is particularly advantageous, if the appurtenances are measured magnetically. In this way, especially in the case of magnetically levitated travel ways, measurements are made of a stator packet, to determine its magnetic field. The magnetic field is the criterion for the exact guidance of the vehicle of a magnetically levitated travel way, so that by means of the magnetic measurement, a particularly precise guidance of the vehicle is made possible. The specified measurement, in the respect, directs itself in accord with the actual magnetic field of the travel way.

[0022] If the material at the connection point, between the beam and the appurtenance is removed or built up, then sequentially, when the required measurement has been reached, the appurtenance is mounted. For this mounting, a secure and stable connection point is created, which is dimensionally correct with even the small tolerances necessary for the safe operation of the magnetically levitated travel system. The particular advantage of the invention is, that the connection point at the construction site has the proper dimensions.

[0023] It is favorable if the measurement, or the rework of the connection point is carried out by means of a tracked vehicle. The tracked vehicle is guided along the beam and, by this method, effects an exact dimensioning and rework of the connection position.

[0024] It is of particular advantage, if the connection point is provided with a console connected to the beam. The console, in this service, can be advantageously shaped, so that it is particularly well adapted to the measurement of the connection position and the rework of the same. Also, the material selection of the console is independent of the properties which the beam must fulfill. Thus the said material must be so chosen that the rework and the connection with the appurtenance is optimal.

[0025] By means of a particular formulation of the console, the connection point can be mechanically reworked on the console either before or after it is mounted on the beam. This allows, for example, a first pre-machining, a subsequent mounting of the console on the beam, and, if necessary, a second machining of the connection point.

[0026] Normally, the material is removed by machine cutting, that is by milling or boring to dimension the corresponding connection points. However, the rework of the connection point can be done by means of a laser or other metal working methods.

[0027] If required, by the selection of appropriate materials of the console, that is, the connection point, the material can be welded when connected to the beam. By this means, a deficiency in the dimensioning can be compensated for.

[0028] In case of such a deficiency in dimensioning, also an additional object can be inserted in the role of a spacer. Adaptable to this service would be a thin section or a shim plate. This additional material can, for instance by welded onto the connection point and subsequently be again cut back, if necessary, to the specified dimensioning.

[0029] If the measurement and the rework is carried out after the ending of the deformation procedure, in particular, that deformation due to creep and shrinkage, then a long lasting, retention of the correct specified dimensioning will be achieved and the tolerances reliably maintained, since the material will no longer be subject to dimensional change. Further, this a special advantage of the present invention, since, in accord with the state of the technology, further deformations are to be contended with, where rework of the corresponding connection points is carried out immediately after fabrication in a plant, especially in the case of concrete work. These changes come to an essential equilibrium only after several weeks, so that the normal period between the fabrication and the time of erection of the beam is advantageous, since upon the erection of the beam these internal deformations are predominately ended.

[0030] The measurement of the connection position is carried out essentially from reference points, reference lines or guide planes. This assures, that the required measurements are correctly maintained. A tracked measurement/rework vehicle orients itself on the said reference points, reference lines or guide planes, in accord with one concept of the invention, in order to carry out measurements.

[0031] Following the above, the connection of the consoles with the beams is done and also the carrying-elements are attached to the consoles after the full cure and associated shrinkage of the concrete has taken place. In this way, the positional changes brought about by the deformation of the concrete can be avoided.

[0032] The invention offers, because of its modular construction, the additional advantage, that the consoles and also the carrying elements can be mechanically reworked before as well as after their mounting. Even extreme tolerance requirements permit themselves to the easily fulfilled hereby in all space axes. The modular construction makes possible, besides more exact and economical fabrication, a simple replacement for accidentally damaged carrying elements for the functional pieces.

[0033] Finally, the space curve, required for the functional plane, can be well brought about by appropriate formation and/or rework of the console abutments.

[0034] In order to even out large positional changes, different consoles can be provided, which possess webs of different lengths. In this way, in the case of a large offset of the beam on its specified position, an oversized console can be can be installed which finally fastens the appurtenance in its desired position.

[0035] In order to acquire a high degree of stability in the fastening of the console on the beam, it is particularly of advantage, if the beam is made of fiber reinforced concrete. Fiber reinforced concrete acts, in the present case, so that even in flange areas of the beam, to which the console is attached a substantial structural strength of the concrete is obtained However, the console must not compromise the conventional structural properties of the beam, in order to obtain a good stability.

[0036] Further advantages and embodiments of the invention are described in the following. There is shown in:

[0037]FIG. 1 an invented travel way for a magnetic levitation vehicle

[0038]FIG. 2 a beam with consoles

[0039]FIG. 3 a sketched rework machine for the consoles

[0040]FIG. 4 a fastening of appurtenances to the consoles

[0041]FIG. 5 a further fastening of the appurtenances to the consoles

[0042]FIG. 6 a portion of a beam

[0043] In FIG. 1, a travel way is shown in end view for a magnetic levitation vehicle 100, with the beam 2 presented in cross-section. The magnetic levitation vehicle 100 embraces appurtenances 3 which are fastened on each side of a beam 2. The fastening of each is carried out by means of console 1, which is embedded in the concrete of beam 2. The beam 2 is a prefab concrete part, which is supported, when erected on the construction site, on a pillar 20 or its equivalent. In order to assure the proper operation of the magnetic levitation vehicle 100, it is of importance, that the appurtenances 3 be placed in a defined position in relation to one another and to the beam 2. Only this relatively exact arrangement of the appurtenances 3 makes the operation of the magnetic levitation vehicle 100 at an extremely high velocity reliable. The appurtenances 3 have the following components: resting surfaces, side guide surfaces and stator packets with their fastenings to the beam, generally through the consoles. These parts of the appurtenances enable the guidance and drive of the magnetic levitation vehicles 100.

[0044] In FIG. 2 is a sketch of a beam 2 in a perspective view. On the beam 2 is placed a multiplicity of consoles. The beam 2 is designed as a hollow beam, in order to bring about a high degree of stability. By this means, very large flange widths can be achieved, by which the manufacturing costs of a travel way of this kind can be reduced. The consoles 1 are respectively placed at the sides of the upper flange of the beam 2. They are located along the longitudinal extension of the beam at a separating distance of L from one another. This length L is advantageously so selected, that it forms a whole number for the count of the positions of the appurtenances 3. By this means, assurance is given, that the appurtenances 3, which are essentially shorter than is the beam 2, are always placed in conjunction with a console. In this combination, an exact connection and interrelation of the parts is possible without the necessity of additional components. This makes the economical construction of the travel way easier, since no separate connection means for the appurtenances are necessary.

[0045] The upper flange of the beam 2 exhibits a width x, which is less than the breadth y of the outer surfaces of the consoles 1. On the outside surfaces (connection points) of the consoles 3, the appurtenances 3 are installed. On this account, the measurement y is important for the required measurement for the placement of the said appurtenances 3. By a change in the measurement y, the horizontal separating distance of the appurtenances is changed, which is very important for the exact guidance of the magnetic levitation vehicle 100.

[0046] The modular construction allows the consoles 1 to be fastened independently of the concrete forms for the beam 2. This is done on a separate auxiliary framework, where the consoles 1, for instance, can be positioned at variable dimensions in elongated slots in said auxiliary construction in the x-, y- and z-directions. By this means, assurance is given, that the space curve necessary for the for the appurtenances 3 can be constructed independently of the shape and exactitude of the beam 2 before it is cured..

[0047] In FIG. 3 is sketched an apparatus for the rework of the consoles 1. Shown here is a vehicle 30 above the beam 2, for instance on rails which are not shown. The vehicle 30 measures the separating distance of the outside surfaces of the head plates 4 of the consoles 1 and determines a y_(actual) value. By a procedure enacted on a cutter 33, which is set on an arm 32 of the said vehicle 30, the coordinates for a y_(set) value are registered. Subsequently, by lowering the arm 2 to the area of the console 1, the head plate is cut away, until the measurement y_(set) is reached. For the measuring off of the distances of y_(set) and y_(actual), the vehicle 30 is operates from a defined reference point, reference line or reference plane. In this way, for example, the goal is achieved that in relation to the longitudinal centerline of the beam 2, the head plates 4 are symmetrically placed after the machining and do not deviate from the distance based on said centerline.

[0048]FIG. 4 shows the beam 2 with respectively a console 1 and an appurtenance 3 placed thereon. The console 1 is anchored in the beam with tie-bars 10 and 11. The console 3 possesses respectively, a upper rest surface 24, a side guide surface 25 and a stator packet 26. The stator packet 26 is placed on a corresponding fastening surface of the appurtenance 3. The appurtenance 3 is essentially built in box-shape, so that a very compact and stable form of construction is achieved. The appurtenance 3 is fastened to the console 1 by means of the bolts 16. In the case of damage to the appurtenance 3 or the beam 2, appurtenance 3 and the beam 2 can be separated from one another by means of these bolts.

[0049] In the case of the embodiment of FIG. 5, the console 1 is again anchored by the tie bars 10, 11, which, this time, penetrate through the upper flange of the beam 2. The tie bars 10, 11 are here at least end threaded rods of steel, which bind together the console 1 as well as the corresponding console 1 which is oppositely situated on the other side of the beam 2. It is possible, that within the flange of the beam 2, hollow pipes can be embedded in the concrete (not shown here) through which the said threaded rods 10 and 11 penetrate and subsequently the consoles 1 can be threadedly engaged with one another.

[0050] For the support of the consoles 1, abutment plates 19 can be embedded in the side wall 9 of the beam 2, in order to assure a good support of the console 1 on the beam 2. For the purpose of adjustment, spacer plates can be inserted between the said abutment plate 19 and the console 1.

[0051] In FIG. 6 is shown a portion of a beam 2. On the beam 2, consoles 1 are shown. The consoles 1 lie across from one another and are fastened to the beam 2. The consoles 1 exhibit an outside distance apart which is designated by Y_(actual-B). The consoles 1 should, in this case, be so reworked, that they adhere to a Y_(set-B). Moreover, in the present presentation, there is also an angle α provided which refers to an imaginary reference plane. If the set angle α_(set-B) in the rework stage at the one end of the beam 2 differs from the angle at the other end of the beam 2 (namely α_(set-B1), α_(set-BO)), then by this data, a twist of the beam 2 in the erection condition can be compensated for. If the beam 2 is installed in a twisted state in the travel way, then the two connection points will align with one another. The twisting of the beam 2 is compensated for by this means.

[0052] The present invention is not limited to the presented embodiments. Special combinations of the individual characteristics are possible without leaving the frame of the invention. 

Claimed is:
 1. A method for the production of a connecting point on a travel way for a tracked vehicle, especially for a magnetically levitated vehicle, between a beam (2) and at least one appurtenance (3) fastened to said beam (2) for the guidance of said vehicle, therein characterized, in that the beam (2) is dimensioned to correspond to its later erected positioning or dimensioned to correspond with a defined deviation from said erected positioning, the position of the connection points between the beam (2) and the appurtenance (3) is measured, as needed, and their required specified-measurements determined, since material at the connection point is to be removed or added.
 2. A method concerning a travel way for a tracked vehicle, in particular for a magnetically levitated vehicle, for the making of a positionally exact measurement between connection points for the fastening of appurtenances for the guidance of said vehicle on a beam (2) or for guidance thereof between functional surfaces (24, 25, 26) on the beam (2), therein characterized, in that a first specified measurement (α_(set-E, Yset-E)) for the erected condition of the beam (2) is preset in the case of a deviation of the erected condition from the rework condition of the beam (2) a second specified measurement (α_(set-B), Y_(set-B)) for the rework condition of the beam (2) is determined. the actual measurement (αactual-B, Y_(actual-B)) of the connection point or functional surfaces (24, 25, 26) is determined in the rework condition of the beam (2), and upon need, the required first or the second specified measurement (α_(set-E), Y_(set-E); α_(set-B), Y_(set-B)) is determined for the rework condition of the beam (2), since material at the connection point or at the function surfaces (24, 25, 26) is removed or added, so that in the erected condition of the beam (2) the first specified measurement (α_(set-E), Y_(set-E)) is adhered to.
 3. A method in accord with one of the foregoing claims, therein characterized, in that the beam (2), for rework, is placed in a position corresponding to its later erected position.
 4. A method in accord with one of the foregoing claims, therein characterized, in that the measurement is the outside measurement on the beam (2) embracing two connection points of functional surfaces (24, 25, 26) and/or an angle and/or, as seen in the longitudinal direction of the travel way, the separating distance and/or an angle of one connection piece to a previous and/or a following connection piece.
 5. A method in accord with one of the foregoing claims, therein characterized, in that the specified set distances, where measured in reference to reference points, reference lines, or reference planes, the measurements are especially based on the centerline of the beam (2).
 6. A method in accord with one of the foregoing claims, therein characterized, in that the beam (2) is a precast concrete beam, which, before the rework has been stored until essentially the shrinkage of the said beam (2) has reached an equilibrium.
 7. A method in accord with one of the foregoing claims, therein characterized, in that the beam (2) before the rework of its connection points or its functional surfaces (24, 25, 26) is stored for some 60 days.
 8. A method in accord with one of the foregoing claims, therein characterized, in that the appurtenances (3) are placed in location, after the rework of the connection points, but before the erection of the beam (2) to the travel way.
 9. A method in accord with one of the foregoing claims, therein characterized, in that the appurtenances (3), before or after their installation on the beam (2) are measured by usual shop quality monitoring..
 10. A method in accord with one of the foregoing claims, therein characterized, in that the appurtenances (3) are measured magnetically and the specified measurement of the beam (2) is determined with dependence upon this magnetic measurement of the appurtenances (3).
 11. A method in accord with one of the foregoing claims, therein characterized, in that the measurement is carried out by means of a tracked vehicle (30).
 12. A method in accord with one of the foregoing claims, therein characterized, in that the connection point is provided on a console (1) connected to the beam (2).
 13. A method in accord with one of the foregoing claims, therein characterized, in that the connection point on the console (1) is mechanically reworked before and/or after the erection on the beam (2).
 14. A method in accord with one of the foregoing claims, therein characterized, in that material which is removed by machining, is especially removed by milling or boring.
 15. A method in accord with one of the foregoing claims, therein characterized, in that the material is added on by welding.
 16. A method in accord with one of the foregoing claims, therein characterized, in that additional material, especially a disk, or spacer plate is placed on the connection point as a distance increasing means.
 17. A method in accord with one of the foregoing claims, therein characterized, in that the measurement and rework is carried out after the ending of the deformation of the beam (2) and/or the storage of the beam (2).
 18. A method in accord with one of the foregoing claims, therein characterized, in that the console (1) and/or the appurtenance (3) is attached onto the beam (2) which is manufactured as a precast concrete beam.
 19. A method in accord with one of the foregoing claims, therein characterized, in that the material on the connection point or on the functional surfaces (24, 25, 26) is removed or added locally at the construction site. 